Multi-Stage Planetary Transmission

ABSTRACT

A multi-speed transmission in planetary design for a vehicle with a housing ( 11 ) is proposed, whereas a first shaft ( 1 ) is provided as a drive (An) and a second shaft ( 2 ) is provided as an output (Ab) that is arranged in a manner axially parallel to the drive, whereas three planetary gear sets (RS 1,  RS 2,  RS 3 ) and additional shafts ( 3, 4, 5, 6, 7, 8, 9 ) along with six shifting elements (K 1,  K 2,  K 3,  K 4,  B 1,  B 2 ) are provided, through which the actuation of several gears can be realized, whereas machine elements (ST 1,  ST 2 ) are provided for the transfer of torque between the drive (An) and the output (Ab), whereas the first shaft ( 1 ), as a drive, is connectable to the sun gear (SR 3 ) of the third planetary gear set (RS 3 ), to the sun gear (SR 2 ) of the second planetary gear set (RS 2 ), to the planetary gear carrier (PT 3 ) of the third planetary gear set (RS 3 ) and is connectable or connected to the sun gear (SRI) of the first planetary gear set (RS 1 ), and whereas the second shaft ( 2 ) is connected or connectable, as a drive (Ab), to the first machine element (ST 1 ) and to the second machine element (ST 2 ).

The present invention relates to a multi-speed transmission in planetary design for a vehicle in accordance with the type more specifically defined in the preamble of claim 1.

As an example, publication DE 10 2007 014 150 A1 discloses a load-shiftable multi-speed transmission. With the multi-speed transmission, the drive shaft is firmly connected through a torsional vibration damper to a first shaft of a first shaft train. A second shaft train arranged parallel to this includes, among other things, the two output shafts designated as shafts. The two shaft trains are connected to each other through three spur gear stages. A first three-shaft planetary gear stage is located on the first shaft train. A second planetary gear stage and a third planetary gear stage are located on the second shaft train. Thus, the multi-speed transmission comprises ten shafts that are connected to each other through three spur gear stages and three planetary gear stages. For shifting the eight forward gears and one reverse gear, five shifting elements are necessary. The provided shifting elements are hydraulically operated.

In order to reduce hydraulic losses, the shifting elements are to be arranged in a manner that is easily accessible from the outside. However, with a front-transverse installation of the transmission in a vehicle, only a limited axial installation space is available.

The present invention is subject to the task of providing a multi-speed transmission with the highest possible number of gears and an easy accessibility of the shifting elements, with, at the same time, a good gearing efficiency and a need for axial installation space that is as low as possible.

This task is solved by the characteristics of claim 1, whereas advantageous additional forms of the invention arise from the sub-claims and the description along with the drawings.

Accordingly, a load-shiftable multi-speed transmission in planetary design, or a multiple-gear planetary transmission for a vehicle with a housing, is proposed, whereas the drive or the drive shaft, as the case may be, and the output or the output shaft, as the case may be, are arranged in a manner that is axially parallel to each other for a preferred front-transverse installation. The multi-speed transmission in accordance with the invention comprises only nine shafts, three planetary gear sets and only six shifting elements, in order to realize at least nine forward gears and one reverse gear. In addition, for the coupling of the drive and the output, it is preferable that only two machine elements are provided.

Given the fact that the first shaft, as a drive, is detachably connected or connectable to the sun gear of the third planetary gear set, to the sun gear of the second planetary gear set, to the planetary gear carrier of the third planetary gear set, and is connectable or connected to the sun gear of the first planetary gear set, and that the second shaft, as an output, is connected, or is detachably connected or connectable, to the first machine element and to the second machine element, a multi-speed transmission in accordance with the invention that enables an actuation of the shifting elements that improves the degree of efficiency and is thus in line with demand arises, whereas the advantageously low number of transmission elements of the multi-speed transmission for a front-transverse design has its transmission elements nested with each other in such a manner that an arrangement that particularly saves axial installation space is enabled. In addition to the improved degree of efficiency, low component stresses and low construction costs arise.

The easy accessibility of the shifting elements may be realized, among other things, on the one hand through the use of brakes as shifting elements and, on the other hand, through the use of clutches as shifting elements, which are preferentially positioned at outside shafts, preferably at the drive and at the output, with the multi-stage transmission in accordance with the invention. Due to the low construction costs, in an advantageous manner, low production costs and a low weight of the multi-speed transmission in accordance with the invention arise.

Within the framework of a possible embodiment of the invention, it can be provided that, as a machine element for the coupling or for the transfer of torque between the drive and the output, at least one spur gear stage or the like, which realizes the transmission ratio for the output differential, is used. Preferably, only two machine elements or spur gear stages are provided. However, other machine elements for the transmission of torque power, such as chains, belts or the like, may be used.

Viewed in an axial direction, the planetary gear sets are arranged in the order of first planetary gear set, second planetary gear set and third planetary gear set, whereas it is preferable that three negative planetary gear sets are provided. However, at spots where the binding ability allows it, individual or several negative planetary gear sets may be converted into positive planetary gear sets, if, at the same time, the bar connection or planetary gear carrier connection and the ring gear connection are exchanged, and the amount of the stationary transmission ratio is increased by the value of 1. As is well-known, a negative planetary gear set features, at the planetary gear carrier, rotatably mounted planetary carriers, which mesh with the sun gear and the ring gear of such planetary gear set, such that, with a planetary gear carrier that is held down and a rotating sun gear, the ring gear rotates in a direction opposite to the direction of rotation of the sun gear. As is well-known, a positive planetary gear set features, at its planetary gear carrier, inner and outer planetary gears that are rotatably mounted and are in a tooth meshing with each other, whereas the sun gear of such planetary gear set meshes with the inner planetary gears, and the ring gear of such planetary gear set meshes with the outer planetary gears, such that, with a planetary gear carrier that is held down and a rotating sun gear, the ring gear rotates in the same direction as the direction of rotation of the sun gear.

With the multi-speed transmission in accordance with the invention, a hydrodynamic torque converter or a hydrodynamic clutch can be used as the start-up element. It is also conceivable that an additional start-up clutch or an integrated start-up clutch or a start-up brake are used. Furthermore, it is possible that an electric machine or any other power source is arranged at at least one of the shafts. Moreover, at at least one of the shafts, a freewheel is arranged for the housing or for another shaft.

Preferably, with the multi-speed transmission in accordance with the invention, nine forward gears and at least one reverse gear can be shifted by means of the provided shifting elements. However, it is conceivable that additional shifting combinations are made possible by combining other shifting elements.

The term “shifting element” is understood to mean a shiftable connection between two elements of the transmission, whereas the torque to be transferred between such two elements is transferred by means of the force closure or frictional closure or by means of the form closure. If both elements of the shiftable connection are designed to rotate, the shifting element is referred to as a clutch, and if only one of the two elements of the shiftable connection rotates, the shifting element is referred to as a brake. Moreover, the geometric position and/or order of the individual shifting elements can be freely selected, as long as the binding ability of the elements allows this. In this manner, individual elements may be arbitrarily moved into any position. In addition, to the extent permitted by the external shape, several gear sets can be arranged radially above one another, thus in a nested manner.

Embodiments of a force-fitting shifting element include multi-disk clutches or brakes, band brakes, cone clutches or brakes, electromagnetic clutches, magnetic powder clutches and electro-rheological clutches. Embodiments of a positive-locking shifting element include claw clutches or brakes and tooth clutches.

Thus, in general, both frictional-locking and positive-locking shifting elements may be used as shifting elements. Preferably, given the characteristics, in particular the second shifting element designed as a clutch and the fourth shifting element can be designed as claw shifting elements, by which significant consumption advantages can be achieved.

In the following, the present invention is explained in more detail based on the drawing. The following is shown:

FIG. 1 a schematic view of a design variant of a multi-speed transmission in accordance with the invention;

FIG. 2 a schematic view of a design variant of the multi-speed transmission with an alternative arrangement position of the third shifting element;

FIG. 3 a schematic view of a design variant of the multi-speed transmission with an alternative arrangement position of the third shifting element;

FIG. 4 a schematic view of a design variant of the multi-speed transmission with an alternative arrangement position of the third shifting element;

FIG. 5 a schematic view of a design variant of the multi-speed transmission with an alternative arrangement position of the third shifting element;

FIG. 6 a schematic view of a design variant of the multi-speed transmission with an alternative arrangement position of the third shifting element; and

FIG. 7 a shifting diagram for the various design variants of the multi-speed transmission.

Each of FIGS. 1 to 6 shows an example of a design variant of the multi-speed transmission in planetary design in accordance with the invention, for example as an automatic gearbox or automatic transmission, for a vehicle, for which varying arrangement positions of the third shifting element designed as a clutch are shown.

Regardless of the particular design variants, the multi-speed transmission comprises a merely schematically indicated housing 11, with a first shaft 1 as a drive An and a second shaft 2 as an output Ab that is arranged in a manner axially parallel to the drive, along with seven additional shafts 3, 4, 5, 6, 7, 8, 9. Furthermore, a first planetary gear set RS1, a second planetary gear set RS2 and a third planetary gear set RS3 are provided, which are preferably designed as negative planetary gear sets. For shifting several gears, a first shifting element K1 designed as a clutch, a second shifting element K2 designed as a clutch, a third shifting element K3 designed as a clutch, a fourth shifting element K4 designed as a clutch, a fifth shifting element B1 designed as a brake, and a sixth shifting element B2 designed as a brake are provided.

In relation to the design variant in accordance with FIG. 1, FIGS. 2 to 6 show transmission variants with the same effect, with which the arrangement position of the third shifting element K3 designed as a clutch varies, The different design variants do not functionally differ from the design variants in accordance with FIG. 1 with respect to degree of efficiency, grading, etc. The shifting matrix shown in FIG. 7 remains identical for all design variants.

With a pair of spur gears (or spur gear stage ST1, ST2), which is connected through a shifting element to a shaft (idler gear), it is possible that the shifting element is allocated to the main shaft on the drive side or the immediate shaft on the output side. One example of this is the arrangement positions of the third shifting element K3 designed as a clutch with the design variants in accordance with FIGS. 5 and 6. It is also easily possible that the fourth shifting element K4 designed as a clutch is positioned on the main shaft on the drive side.

For the coupling or for the transfer of torque between the drive An and the output Ab, two arbitrary machine elements are preferably provided; with the design variants, these are designed, for example, as a first spur gear stage ST1 and a second spur gear stage ST2. With the design variants in accordance with FIGS. 1 to 5, the first spur gear stage ST1 comprises a fixed gear 12, which is connected to the sixth shaft 6, and a fixed gear 13 in a meshing with this, which is connected to the second shaft 2. The second spur gear stage ST2 comprises a fixed gear 14, which is connected to the seventh shaft 7, and an idler gear 15 in a meshing with this, which is connected through the ninth shaft 9 and through the fourth shifting element K4 designed as a clutch to the second shaft 2. With the design variant in accordance with FIG. 6, the first spur gear stage ST1 comprises the fixed gear 12, which is in a mesh with an idler gear 13A. The idler gear 13A is connected through the fifth shaft 5 through the third shifting element K3 designed as a clutch to the second shaft 2. The second spur gear stage ST2 comprises the fixed gear 14, which is connected to the seventh shaft 7. The fixed gear 14 is in a meshing with the idler gear 15. The idler gear 15 is connected, through the ninth shaft 9 and through the fourth shifting element K4 designed as a clutch, to the second shaft 2.

With respect to the connection options between the provided shafts 1, 2, 3, 4, 5, 6, 7, 8, 9, the provided three planetary gear sets RS1, RS2, RS3, the provided housing 11 and the provided shifting elements K1, K2, K3, K4, B1, B2 along with the provided spur gear stages ST1, ST2, with the term “connectable”, it is to be understood that the described elements are detachable (for example, connected by a shifting element), such that the connection is locked with an activated shifting element and open with a non-activated shifting element. The detachable connection may be realized through, in addition to the shifting element, an additional element such as a shaft or the like. With the term “connected,” it is to be understood that the described elements are connected to each other in a manner that is virtually fixed, thus not detachable. A direct or indirect fixed connection (for example, through additional elements) may be realized.

In accordance with the invention, it is provided with the multi-speed transmission that the first shaft 1 is detachably connected or connectable, as drive An, to the sun gear SR3 of the third planetary gear set RS3. Furthermore, the first shaft 1 is connectable to the sun gear SR2 of the second planetary gear set RS2 and to the planetary gear carrier PT3 of the third planetary gear set RS3. Moreover, the first shaft 1 is connectable or connected to the sun gear SR1 of the first planetary gear set RS1. Depending on the design variant, the second shaft 2 is connected or connectable, as output Ab, to the first machine element or the first spur gear stage ST1, as the case may be, and the second machine element or the second spur gear stage ST2, as the case may be.

Regardless of the design variants, the first shaft 1 is connectable through the first shifting element K1 designed as a clutch and through the third shaft 3 to the sun gear SR3 of the third planetary gear set RS3, whereas the sun gear SR3 of the third planetary gear set RS3 is connectable, through the third shaft 3 and through the sixth shifting element B2 designed as a brake, to the housing 11.

With the design variants in accordance with FIGS. 1 to 3 and 5 and 6, the first shaft 1 is connectable through the second shifting element K2 designed as a clutch and through the fourth shaft 4 to the sun gear SR2 of the second planetary gear set RS2 and to the planetary gear carrier PT3 of the third planetary gear set RS3. With the design variant in accordance with FIG. 4, the first shaft is connectable through the second shifting element K2 designed as a clutch and through the fourth shaft, and through the third shifting element K3 designed as a clutch and through the fifth shaft 5, to the sun gear SR2 of the second planetary gear set RS2. The planetary gear carrier PT3 of the third planetary gear set RS3 and the sun gear SR2 of the second planetary gear set RS2 are either connected through the fourth shaft 4, or, according to the design variant in accordance with FIG. 4, connectable to each other through the third shifting element K3 designed as a clutch and the fifth shaft 5.

Regardless of the design variants, the planetary gear carrier PT3 of the third planetary gear set RS3 and the sun gear SR2 of the second planetary gear set RS2 are connectable through the fourth shaft 4 and through the fifth shifting element B1 designed as a brake to the housing 11.

With the design variant in accordance with FIG. 1, the first shaft 1 is connectable through the third shifting element K3 designed as a clutch and through the fifth shaft 5 to the sun gear SR1 of the first planetary gear set RS1. With the additional design variants in accordance with FIGS. 2 to 6, the first shaft 1 is connected to the sun gear SR1 of the first planetary gear set RS1, almost directly without a shifting element.

With the design variants in accordance with FIGS. 1 to 5, the second shaft 2 is connected to the fixed gear 13 of the first spur gear stage ST1. Furthermore, the second shaft 2 is connectable through the fourth shifting element K4 designed as a clutch and through the ninth shaft to the idler gear 15 of the second spur gear stage ST2. With the design variant in accordance with FIG. 6, the second shaft 2 is connectable through the third shifting element K3 designed as a clutch and through the fifth shaft 5 to the idler gear 13A of the first spur gear stage ST1. Furthermore, the second shaft 2 is connectable through the fourth shifting element K4 designed as a clutch and through the ninth shaft 9 to the idler gear 15 of the second spur gear stage ST2.

With the design variants in accordance with FIGS. 1 to 4 and 6, the fixed gear 12 of the first spur gear stage ST1 is connected through the sixth shaft 6 to the planetary gear carrier PT1 of the first planetary gear set RS1. In contrast to this, with the design variant in accordance with FIG. 5, the idler gear 12A of the first spur gear stage ST1 is connectable through the sixth shaft 6 and through the third shifting element K3 designed as a clutch and through the fifth shaft 5 to the planetary gear carrier PT1 of the first planetary gear set RS1.

With the design variants in accordance with FIGS. 1 and 2 and 4 to 6, the fixed gear 14 of the second spur gear stage ST2 is connected through the seventh shaft 7 to the ring gear HR2 of the second planetary gear set RS2 and to the ring gear HR3 of the third planetary gear set RS3. In contrast to this, with the design variant in accordance with FIG. 3, the fixed gear 14 of the second spur gear stage ST2 is connected through the seventh shaft 7 to the ring gear HR3 of the third planetary gear set RS3. Furthermore, the fixed gear 14 of the second spur gear stage ST2 and the ring gear HR3 of the third planetary gear set RS3 are connectable through the third shifting element K3 designed as a clutch and through the fifth shaft 5 to the ring gear HR2 of the second planetary gear set RS2.

According to the design variants in accordance with FIGS. 1 and 3 to 6, the ring gear HR1 of the first planetary gear set RS1 is connected through the eighth shaft 8 to the planetary gear carrier PT2 of the second planetary gear set RS2. In contrast to this, with the design variant in accordance with FIG. 2, the ring gear HR1 of the first planetary gear set RS1 is connectable through the fifth shaft 5 and through the third shifting element K3 designed as a clutch, and through the eighth shaft 8, to the planetary gear carrier PT2 of the second planetary gear set RS2.

FIG. 7 shows a shifting diagram or a shifting matrix, as the case may be, for the equally effective transmission variants in accordance with FIGS. 1 to 6. In the shifting diagram, for the realization of the various gears, shifting elements K1, K2, K3, K4, B1, B2 to be locked or activated, as the case may be, are shown in table form, whereas a transmission ratio i is indicated for each gear and the respective gear jump φ is indicated between different gears. In addition to the nine forward gears G1, G2, G3, G4, G5, G6, G7, G8, G9 and the specified reverse gear R, at least one additional shifting combination is indicated as alternative gear Z. As a whole, it also arises from the shifting diagram that the proposed multi-speed transmission features optimized transmission ratio sequences with low absolute and relative rotational speeds and low torques for the planetary gear sets and shifting elements. In addition, good degrees of toothing efficiency and low drag torques arise from the selected arrangements of the gear sets.

As preferred stationary transmission ratios, a value of approximately i₀=−2.420 can be used for the first planetary gear set RS1, a value of approximately i₀=−1.500 can be used for the second planetary gear set RS2, a value of approximately i₀=−3.800 can be used for the third planetary gear set RS3. As the stationary transmission ratio, a value of approximately i_(ST1)=−1.000 is selected for the first spur gear stage ST1, and a value of approximately i_(ST2)=−0.777 is selected for the second spur gear stage ST2. Moreover, it arises from the shifting diagram that, for shifting all gears G1, G2, G3, G4, G5, G6, G7, G8, G9, R, and Z, each of the three shifting elements is locked.

Specifically, it arises from the shifting diagram in accordance with FIG. 7 that, for the realization of the first forward gear G1, the first shifting element K1 designed as a clutch, the third shifting element K3 designed as a clutch and the fifth shifting element B1 designed as a brake are locked or activated. For the shifting of the second forward gear G2, the third shifting element K3 designed as a clutch, the fifth shifting element B1 designed as a brake and the sixth shifting element B2 designed as a brake are locked or activated. For the shifting of the third forward gear G3, the third shifting element K3 designed as a clutch, the fourth shifting element K4 designed as a clutch and the fifth shifting element B1 designed as a brake are locked or activated. For the shifting of the fourth forward gear G4, the third shifting element K3 designed as a clutch, the fourth shifting element K4 designed as a clutch and the sixth shifting element B2 designed as a brake are locked or activated. For the shifting of the fifth forward gear G5, the first shifting element K1 designed as a clutch, the third shifting element K3 designed as a clutch and the fourth shifting element K4 designed as a clutch are locked or activated. For the shifting of the sixth forward gear G6, the second shifting element K2 designed as a clutch, the third shifting element K3 designed as a clutch and the fourth shifting element K4 designed as a clutch are locked or activated. For the shifting of the seventh forward gear G7, the first shifting element K1 designed as a clutch, the second shifting element K2 designed as a clutch and the third shifting element K3 designed as a clutch are locked or activated. For the shifting of the eighth forward gear G8, the first shifting element K1 designed as a clutch, the second shifting element K2 designed as a clutch and the fourth shifting element K4 designed as a clutch are locked or activated. For the shifting of the ninth forward gear G9, the second shifting element K2 designed as a clutch, the fourth shifting element K4 designed as a clutch and the sixth shifting element B2 designed as a brake are locked or activated. Finally, for the shifting of the reverse gear R, the first shifting element K1 designed as a clutch, the fourth shifting element K4 designed as a clutch and the fifth shifting element B1 designed as a brake are locked or activated.

With respect to the shifting combination of the alternative gear Z, it is provided that, for the shifting of the gear Z, the second shifting element clutch K2 designed as a clutch, the third shifting element K3 designed as a clutch and the sixth shifting element B2 designed as a brake are locked or activated.

REFERENCE SIGNS

1 First shaft as a drive 2 Second shaft as an output 3 Third shaft 4 Fourth shaft 5 Fifth shaft 6 Sixth shaft 7 Seventh shaft 8 Eighth shaft 9 Ninth shaft

11 Housing

K1 First shifting element as a clutch K2 Second shifting element as a clutch K3 Third shifting element as a clutch K4 Fourth shifting element as a clutch B1 Fifth shifting element as a brake B2 Sixth shifting element as a brake RS1 First planetary gear set RS2 Second planetary gear set RS3 Third planetary gear set SR1 Sun gear of the first planetary gear set PT1 Planetary gear carrier of the first planetary gear set HR1 Ring gear of the first planetary gear set SR2 Sun gear of the second planetary gear set PT2 Planetary gear carrier of the second planetary gear set HR2 Ring gear of the second planetary gear set SR3 Sun gear of the third planetary gear set PT3 Planetary gear carrier of the third planetary gear set HR3 Ring gear of the third planetary gear set ST1 Machine element (first spur gear stage) ST2 Machine element (second spur gear stage) 12 Fixed gear of the first spur gear stage 12A Idler gear of the first spur gear stage 13 Fixed gear of the first spur gear stage 13A Idler gear of the first spur gear stage 14 Fixed gear of the second spur gear stage 15 Idler gear of the second spur gear stage G1 First forward gear G2 Second forward gear G3 Third forward gear G4 Fourth forward gear G5 Fifth forward gear G6 Sixth forward gear G7 Seventh forward gear G8 Eighth forward gear G9 Ninth forward gear R Reverse gear Z Alternative gear i Transmission ratio i₀ Stationary transmission ratios of the planetary gear sets I_(ST1) Stationary transmission ratio of the first spur gear stage I_(ST2) Stationary transmission ratio of the second spur gear stage φ Gear jump 

1. Multi-speed transmission in planetary design for a vehicle with a housing (11), whereas a first shaft (1) is provided as a drive (An) and a second shaft (2) is provided as an output (Ab) that is arranged in a manner axially parallel to the drive, whereas three planetary gear sets (RS1, RS2, RS3) and additional shafts (3, 4, 5, 6, 7, 8, 9) along with six shifting elements (K1, K2, K3, K4, B1, B2) are provided, through which the actuation of several gears can be realized, and whereas machine elements (ST1, ST2) are provided for the transfer of torque between the drive (An) and the output (Ab), characterized in that the first shaft (1), as a drive, is connectable to the sun gear (SR3) of the third planetary gear set (RS3), to the sun gear (SR2) of the second planetary gear set (RS2), to the planetary gear carrier (PT3) of the third planetary gear set (RS3) and is connectable or connected to the sun gear (SRI) of the first planetary gear set (RS1), and that the second shaft (2), as an output shaft (Ab), is connected or connectable to the first machine element (ST1) and to the second machine element (ST2). 2-20. (canceled) 